Steam-engine



(N0 Model.) 3 Sheets-Sheet 1.

R. CREUZBAU'R.

STEAM ENGINE.

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WITNESSES;

N. PETERS, Pholoiithogmphar, Wnshingkm. 0.1:.

(No Model.) 3 Sheets-Sheet 2. R. OREUZBAUB.

STEAM ENGINE.

Patented July 5, 1887.

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WITNESSES N PETERS. Pmxbmm n mr. Wnhingiurp ma (No Model.) 3 Sheets-Sheet 3. B. OREUZBAUR.

STEAM ENGINE. No. 365,797. Patented July 5, 1 887.

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UNITED STATES PATENT OFFICE.

ROBERT CREUZBAUR, OF BROOKLYN NEYV YORK.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 365,797, dated July 5, 1887,

Application filed February 24, 1886. Serial No. 193,001. (No model.)

To all whom it may concern:

Be it known that 1', ROBERT CREUZBAUR, a citizen of the United States, and a resident of Brooklyn, Kings county, New York, have invented certain Improvements in Steam-Engines, of which the following is a specification.

My present invention relates particularly to improvements in single-acting compound engines corresponding in general construction to the engines described in my pending applications .(renewals) for patents, Serial Nos. 209,204 and 209,205, filed July 27, 1886. Some of the features of construction herein shown and claimed are also similar to those shown in my pending application, Serial No. 207,309, filed July 7, 1886. The constructions shown and claimed in that application I do not herein claim.

'The objects of my present invention are, first, to provide auxiliary exhaust ports and passages from the low-pressure cylinder with out bringing the exhaust-steam escaping therefrom into contact with the high-pressure cylinder, nor passing it through the main port of the valve which controls the supply of live steam to the high-pressure cylinder; second, to locate a feed-waterheating coil in the base of the engine traversed bythe exhaust-steam; third, to combine the feed-pump for supplying the boiler with the low-pressure-engine piston, as will be described, whereby the piston of the pump,or the pumpbarrel, as the case may be, is connected directly to the piston of the engine and moves with it without exerting side strains or draft on the piston; fourth, to pass the feed-water to and from the pumpbarrel through the tubular piston of the pump; fifth, to provide access to and for the ready removal of the pump-plunger and valves;

sixth, to provide the several cylinders of a compound engine with connecting steamjackets through which the steam passes on its way to the distribution-valve, and to provide these jackets with heat receiving and conveying bridges or pegs arranged to intercept thecurrent of steam flowing through said jackets; seventh, to provide for the conservation of the heat of the steam where it impinges upon the low-pressure piston by providing said piston with non-conducting material interposed between the current of steam and the lower part of the piston, which is in contact indicated by line 8 8 in Fig. 2.

with the exhaust-steam in the chamber below; eighth, to provide a means for connecting the low-pressure piston with its connecting-rods, as will be hereinafter described, this construc- -tion being made necessary by the central arinto which the wrist-pin ends of the connecting-rods and the lower end of the high-pressure piston dip. I attain these objects by means of the construction illustrated in the accompanying drawings, wherein- Figure l is a vertical axial section of my improved engine, the plane of the section being coincident with the axis ofthe main crankshaft. Fig. 2- is a similar central section taken in a plane at right angles tothe axis of the crank-shaft. Fig. 3 is a horizontal section or sectional plan taken in the planeindicated by line 3 3 in Fig. 2. Fig. 4 is a section similar to Fig. 3, but taken in the plane indicated by line 4 4 in Fig, 2. Fig. 4 is a section taken 011 line 4 4 in Fig. A. Fig. 5 is a detached elevation, and Fig. 6 is a detached horizontal section, on an enlarged scale, of the coupling of the connecting-rod to the wrist-pin of the high-pressure piston. Line 6 6 in Fig. 5 indicates the plane of the section, Fig. 6. Fig. 7 is a detached sectional elevation of the coupling of the connecting-rod to the wrist-pin of the low-pressure piston, drawn to the same scale as Figs. 1 and 2. Fig. 8 is a horizontal section or sectional plan taken in the plane Fig. 9 is a diagram showing the steam-distribution. Fig. 10 is a sectional view in the same plane as Fig. 2, and illustrating a modified construction of the feed-water pump.

A is the base or bed plate of theengine. (Here shown of circular form.)

B is the low-pressure cylinder, mounted on and firmly secured to the base A. The flange of the cylinder is dressed or turned up truly,

and rests directly on a truly-dressed flange on the base at its extreme outer edge, in order to provide a true and level bearing; but a ring of non-conducting material is interposed between the main portions of the two flanges.

O is the low-pressure piston, formed integrally with two oppositely-arranged pendent legs,'G O, braced, as shown in Fig. 1, by the bars or ties O to the feed pump barrel 0. which is also attached to the piston O. This piston is connected to two oppositely-arranged rods, E E, by means of the screw-threaded lower ends of said rods, which pass through holes in'feet O on legs 0, and are secured by nuts 0 as clearly shown. The rods E pass through suitable openings in cylinder B, and play in bushings e c, as seen in Fig. 1. The upper end of each rod E is furnished with an eye, F, which may be formed integral with the rod or be screwed into it or to it. These eyes receive the wrist-pins G, which couple the piston O to the main crank-shaftD through the medium of connecting-rods II II The pin G is made to oscillate in' its bearing'in unison with the forked connecting-rods H by pins g, each pin passing diametrically through the wrist-pin and the eye H.

I-is the high-pressure cylinder, which is mounted on and concentrically with the lowpressure cylinder B, and in substantially the same manner as the latter cylinder is mounted on the base A. Cylinder I is slotted at the sides near its base to form paths or ways for the play of the two oppositely-arranged Wristpins K K, which are secured to the highpressure piston L, which plays in cylinder I. The wrist-pins K are guided in their travel by means of guideplates or wearing-plates M, secured to the cylinder I, as best seen in'Figs. 5 and 6. The plates M have slotted apertures for the passage of their attaching screws, whereby they may be adjusted up to the bearing-shoulder on the wrist-pin when worn away. The wrist-pin K has a bearing in an eye, a, at the end ofa connecting-rod, N,which is coupled at its upper end to the crank-pin in the main shaft D. On the outer end of the pin K, and beyond the margin of the eye a, is formed a downwardly-projecting lip, K,which is made of such size that it will pass through a groove or keyway, K formed in the upper interior face of the eye. In assembling the parts the eye is turned until lip K engages groove K when the eye may be slipped onto the pin, after which the eye is rotated back to the position seen in Fig. 5. The lip Kwill now pre vent the eye a from slipping off the wrist-pin. For convenience of manufacture, I usually construct the eye a separately from the rod N, and bolt or screw it to the rod, as seen in Fig. 5. As the strains are always in one direction on the eye and wrist-pin, I do not consider it necessary to make the eye in two parts, or to provide other means for taking up the wear.

To facilitate the operation of assembling the parts, the lip K might be at one side instead of below, and then the eye it would only need to be turned back about one-fourth of a revolution to right it after the engagement.

It will be observed that the eye a of the rod N has plane parallel faces, and fits snugly between the adjacent face of the lip K and the shoulder on pin K. The eye is thus free to rotate on the pin. I

I am aware that cranks with eyes having keyways have been made to fit on axles or shafts with lips or lugs similar to lip K; but the eyes of such cranks have been provided with inclines on the faces adjacent to the lips or lugs,\vhich serve to wedge the cranks fast and prevent their rotation on the shafts. I make no claim to such construction.

P are the packing-rings between piston L 'forming apart, L, of the piston Lseparately,

.and confining this part when in place by a screw, Z". (Seen in Fig. 2.)

Q is the piston-valve, which is operated by an eccentric, R, on the main shaft D. The valve plays in a central valve casing or chamber, q. The channel g in the valve serves to balance the pressure on the ends of the .valve. The valve-tube q is formed integrally with or is attached rigidly to the valve Q, and serves as a conduit to convey the exhauststeam from the hi gh-pressure cylinder I into the low-presswe cylinder B, as well as to convey a portion of the exhaust-steam from cylinder 13 through ports S S into an annular exhaust-channel, T,

which connects, as seen in Figs. 2 and 4t,with the main exhaust-chamber a in the base A. The ports S are in the lower end of tube q, and the ports S are in a bushing, 8*, through which the tube plays. Thus the lower end of the tube serves as a sort of tubular slide-valve, and the ports are brought into the proper coincidence at the proper time by the movement of the tube. The diameter of the tube (1 is made to meet the requirements of a free exhaust-channel from the highpressure cylinder I, and without regard to the capacity of the cylinder 13. The valve Q receives boiler-steam through ports g from jacket V, which covers the top of cylinder Land also the sides of the said cylinder, so far as the requirement for room for the connecting-rods N will permit. The steam from the boiler enters at nozzle W, Fig. 2, passes into the jacket W, which surrounds cylinder 13, and from thence enters jacket V through openings x, which connect jackets W" and V. In the low pressure cylinder are formed lateral ports Z1, through which the exhaust steam passes directly into the chamber a.

The eccentric R is loose on shaft D, so that the engine may be reversed, and it is carried by a lug, d, on the crank d of the shaft in forward gear, and by a like lug properly located for reverse-gear. These lugs d, when in action, bear on the counter-weight Y, which It is the eccentric-strap, which is provided with an oil-cup, R". The caps z of the con; necting-rods N and H, which caps are subject to wear from the constant downward pull of the rods, are provided with integrallydormed oilcups, z, accessible from above when the top plate, 10, of the honsing-shell 11 and 12 is removed. The main-shaft bearings 18 are provided with oil-cups 14, the receptacles 15 being drain or drip cups into which spent oil trickles. This oil may be removed from time to time at apertures in the bottoms of receptacles 15, closed by screw plugs or stoppers 16.

The bearings of wrist-pins G K and rods E, as well as the lower end of piston L, are lubricated through the dripp'ings from the oil-cups z and through water of condensation which collects on the top of cylinder 13; or thislubrication may be effected wholly or in part by a lubricant introduced especially for the purpose. Suitable openings, h, are provided for drainage, as seen in Fig. 1. One drainageoutlet will serve.

The steam-jackets V and W, but particularly the latter, are traversed by pins or bridgebars W which extend across the space be tween the walls of the jacket and connect the latter. These pins are best seen in Figs. 2, 4, and t, and they are designed to absorb heat and convey it from themselves and from the outer wall or shell of the jacket to the inner wall, which forms the cylinder-wall, its outward passage and radiation being prevented by non-conducting material and means for obstructing the passage of heat. These pins or bars in the jacket I do not claim broadly herein, as they are shown and claimed in my pending application, Serial No. 219,241, filed November 18, 1886.

The operation of my improved engine will now be described. The superheated steam enters jacket W at nozzle \V, and passes thence through openings 02 into jacket V. Dn ring its passage through the jacket Wand around the pins V the steam transmitsits surplus heat to the pins and jacket-walls, and is thus reduced in temperature nearly to the temperature of saturated steam. If lubrication is em- -1: loyed,this is effected near the point where the steam enters valve Q, as seen in Fig. 2,whercin V is an oil-cup set in the top of the jacket V and accessible from handhole 17. The oilcup delivers the oil into a trough or troughbolt, 'V, which is screwed in horizontally through the outer wall of jacket V. The trough-bolt V delivers the lubricant within or inside of the raised lip 18, (seen in Figs. 2 and 8,) which prevents it from flowing into the vertical portion of the jacket. The steam passes from jacket V through ports (1 and q when uncovered, and forces piston L down, and this piston, acting through the oppositelyconnected rods N and II, compels piston G to make its return or non-working stroke upward. The steam is intended to be cut off from cylinder I at about fiveeighths stroke, as shown by diagram, Fig. 9. The piston L having nearly reached its lower dead-point, the steam in cylinder I begins to exhaust through ports q" and Q5 and through the valve sleeve or tube q, flowing down into eylinderB and impinging centrally upon piston O,which is at this'time nearly at its upper dead-point, thus fully utilizing the impact of the steam in a direct line squarely upon the piston O. The waste of heat through the metal of the piston by such impact and otherwise is checked by the centrallyplaeed non-conducting material (I (seen in Figs. 1 and 2) and by the annular cavity 0 of the hollow piston.

The exhaust from cylinder I into cylinder 13 continues for threefourths of the stroke, the steam in cylinder I being cushioned during the remainder of the stroke. In cylinder 13 such exhaust-steam from cylinder I receives heat by radiation from and contact with the cylint'ler-sides heated by thejacket W. WVhen piston O has nearly reached its lowest position, it will have begun to uncover the lateral ports b, extending around the circumference as far as practicable, thus exhausting the exhauststeam from cylinder B direct] y into chamber a. Upon the return upward of piston O the imprisoned steam, of about twenty pounds absolute pressure in a non-comlensing engine, requires an outlet, so that no more remains than can be advantageously cushioned. The exhaust is effected through ports S S into chamber T, Figs. 2 and 4, which leads into chamber a, as before stated. These ports S S being closed at about five eighths stroke, the remaining steam is cushioned during the remaining three-eighths of the stroke.

The lateral ports I) in cylinder B maybe dispensed with, the exhaust from that cylinder being effected solely through said ports S S into chamber T, Figs. 2 and 4., which leads into chamber a, as before stated. These ports S S the remaining steam is cushioned during the remaining three-eighths of the return-stroke. Thus the spent steam of lowest temperature is exhausted without coming into contact with the valve Qand the upper part of slce "e (1. The exhaust-steam from chamber a passes ontat exhaust'outlet a, after transmitting a large proportion ofits heat to the feed-water in coil 19, arranged in the chamber-a, as clearly shown. The water from any source enters at channel or inlet 20, (see Figs. 2 and 3,) and passes through valve 21 into chamber 22, formed by the cxtcriorlyarranged cap 23. To the low-pressure piston G is attached, as before stated, the feed-pump barrel 0, and this barrel plays up and down as the piston G moves on the tubular pump piston or plunger '24-, which is fixed. At each upstroke of piston G and pumpbarrel O the water flows through valve 21 into chamber 22, and thence upward through plunger 24 into the upper part of the pump-barrel. At each downstroke of piston O the plunger 24 displaces the water in the pump-barrel and the water is forced back through the plunger into chamber 22, out through a valve, 25, and into being closed'at about five-eighths stroke,

a chamber 26, with which is connected the lower end of-the coil 19. The water flows npward through the coil and discharges through pipe28, which is connected to the coil by a universal coupling, 27.

The valves 21 and 25 are, ordinary pumpvalves, and the plate 2.), in which the seat of valve 25 is formed, I usually construct integrally with the plunger 2i. It is or may be secured in place by the chambercap 23.

It will be seen that the removal of the cap 23 will furnish ready access to the pump for cleaning and repairs. The cap 23 is bolted to the bottom of chamber a, and may be reached through hand-hole30.

The water of condensation in chamber a may be trapped into a waste-pipe inthe usual way.

The air incarcerated in the upper part of the pump-barrel when commencing work is drawn off through a small tube, 31, which passes up through the hollow of the pumpplunger and outthrough the cap 23, in which it is firmly fixed. It is or may be closed by a plug at 32.

The bushings 0C0, through which the rods E play, and the ported valvecasing q and ported bushing S in which the valve Q, and its sleeve (1 play, may be readily removed and re placed when worn. This arrangement facilitates the construction and operation of the engine.

In Fig. 10 I have shown a slightly-modified construction of the feed-pump. In this construction the pump-barrel 34 is stationary or fixed, and is shown as formed integrally with the bottom of chamber a. The plunger 24 in this case is not tubular, and is fixed to the piston C. The braces '0" (shown in Fig. 1) not being available'in this construction, I employ ribs 35 to strengthen the legs 0. \Vith'this construction the operation of the pump cannot be impeded by the incarceration of air.

:12 represents non-conducting material sur rounding the cylinders.

I am fully aware that it is not new to provide the explosion-chambers of gasengines with exteriorly-arranged ribs inclosed by an outer casing, and to pass a current of air through the jacket thus formed, in order to cool said chamber. This I do not claim, nor do I broadly claim herein my construction of the jacket with bridges, for the reasons I have before stated.

I am also aware that it has been proposed to connect the barrel-of asmalllubricating-pump to the piston of an engine and at one side of the same, and to mount the plunger in the base of the engine. Theplunger ofa feed-pump has also been coupled to one end of a slotted crosshead to which the high and low pressure pistons are coupled. These constructions I do not claim. The moving part of my pump is connected centrally and directly to the, low-pressure piston.

Having thus described my invention, I claim 1. In a compound engine having its two single-acting cylinders placed end to end, as described, the combination, with the centrallyarranged steam distribution valve, of the sleeve-extension connected to and moving with said valve and provided with exhaust-ports at its lower end, and the ported casing in which the said sleeve-extension plays,whereby a portion or all of theeXhaust-steam from the low-pressure cylinder isexhausted through ports in said sleeve-extension, substantially as described.

2. The low-pressure cylinder 13, provided with lateral exhaust-ports 1), controlled by the piston, and with exhaust-ports S, controlled by the lower end of the sleeve-extcn sion (1, whereby the steam from cylinder B is permitted to flow to the exhaust-outlet without passing through the main steam-distribution valve, as set forth.

o. The combination of the cylinders I and B, arranged end to end, their pistons, the centrally-arranged steam-distribution valve Q,

, its sleeve-extension q, provided with ports S,

the sleeve S", provided with ports S, which open to the exhaust-chamber a, and the said exhaust-chain her, all arranged substantially as set forth.

4. The combination, in a compound engine having two singleacting engines placed end to end, the pistons of which move in opposite directions simultaneously, of an exhaustchamber adjacent to the non-working side of the lowpressure piston,and a feed-water-h'eating coil arranged in said exhaust-chamber, substantially as and for the purposes set forth.

5. In an engine with single-acting cylinders, the feed-pump having its moving part, as the pump-barrel, for example, connected centrally and directly with one of the engine-pistons, substantially as described.

'6. The combination, with the low-pressure cylinder and the exhaust-chamber below the same, of the low-pressure piston, the pumpbarrel connected to and moving with said pis- ICO ton in said exhaust-chamber, the tubular plunger of the pump fixed in said exhaustchamber, and suitable valves and water-passages, substantially as described, connected with said pump, as and for the purposes set forth.

7. The combination, with the low-pressure cylinder, the exhaust-chamber arranged adjacent to the same, the feed-waterheating coil arranged in the said exhaustchamber, and the low-pressure piston, of the feed-pump con structed and arranged substantially as de scribed, and operated by the low-pressure piston, substantially as set forth.

8. A compound engine with single-acting cylinders placed end to end, having its feedwater pump arranged in the exhaust-chamber of the low-pressure cylinder and driven directly by thelow-pressure piston, substantially as set forth.

9. In a compound engine substantially as described, the feed-water pump placed in the the valves of said pump covered by and housed by a cap, 28, accessible for removal from the outside, substantially as and for the purposes 1 set forth.

10. The co'mbinatiomwith the low-pressure cylinder, the exhaust-chamber, the low-press ure piston having its non-working face open to the exhaust chamber, of the feed-water pump having its moving part rigidly attached to the said piston, and its fixed part, as the plunger, for example, attached to the exhaustchamber, the water inlet and outlet arranged substantially as described, the valves 21 and 25,arranged substantially as described,and the cap 23, attached .removably to the bottom of the exhaust-chamber and covering the pumpvalves, all substantially as and for the purposes set forth.

11. The combination, with the cylinders of a compound engine placed end to end, of steam jackets for said cylinders, which connect together to form a live-steam passage, the jacket of the low-pressure cylinder connecting with the live-steam inlet, and the jacket of the highprcssnre cylinder connecting by valve-controlled ports with the said cylinder, and heat receiving and conducting pi ns extending across the steam-passage in said jacket from wall to wall and formed integrally with one of said walls, substantially as set forth.

12. The combination, with the cylinders placed end to end, of the steanrdistribution valve and its sleeve-extension opening into the lowpressure cylinder, as described, the high-pressure piston, and the low-pressure piston 0, provided with non-conducting material 0, arranged oppositely to the end of the sleeve-extension of the valve, substantially as and for the purposes set forth.

13. The combination, in a compound engine, of the cylinder B, open below to the exhaust steam chamber and adapted to receive steam centrally at its upper end, and the low-pressure piston 0, having an annular hollow or cavity in it, as shown, and provided with the non-conducting material C at its center, sub stantial] y as set forth.

14. The combination,with the low-pressure cylinder provided with apertures for the passage of the rods E, of the piston 0, provided with the pendent legs 0, having feet (3*, and the said rods E connected at their lower ends to the feet 0, substantially as set forth.

15. The piston 0, legs 0 C, feed-pump barrel 0 bars 0 G and feet 0 0, all constructed integrally or in one piece, substantially as set forth. V

16. The combination, with the cylinders of a compound engine provided with.steamjackets,which form a passage for superheated steam first through the jacket of the lowpressure cylinder and then through the jacket of the high-pressure cylinder to the distribution-valve, of a lubricant-delivering cup, V arranged to deliver the lubricant into the steam between said distribution-valve and the said steam-jackets, substantially as described, whereby-thelubricant is supplied to the steam after the latter has become reduced in temperature by radiation.

17. lhecombination,with thehigh-pressnre cylinder provided with a steam-jacket,V, at the side and over the top of said cylinder, and with a lip, 18, as described, of the oilcup V and the spout V all arranged substantially as and for the purposes set forth.

18. The combination of the low-pressure cylinder B, provided 'with ports I) in its sides and the ported sleeve or bush S in its upper end, the jacket \Vof said cylinder provided with the exhaust-passage T, which connects with the exhaust-outlet, and the sleeve-extension q, constructed to play in the bush or sleeve S and provided withports S, adapted to be brought into coincidence with the ports in the sleeve S", substantially as set forth.

19. The combination of the wrist-pin K, provided with a lip, K, at its end, as described, and the com'iecting-rod eye it, provided with a slot or keyway, K substantially as described, and with plane parallel faces, whereby the eye may be slipped over the end of the pin by allowing the lip to engage the keyway and then turned until the lip and key'way are out of coincidence, substantially as set forth.

20. The combination,withthe'single-acting cylinders placed end to end, the cylinder below having the larger diameter, of the casing 12, mounted on the top of the lower cylinder, as shown, whereby a lubricating basin or reservoir is formed at the base of the upper cylinder forthelubrication of the piston in same, and the connectingrod couplings, substantially as set forth.

In Witness whereof I have hereunto signed my name in the presence of two subscribing witnesses. Y

ROBEBT OREUZBAUR. \Vitnesses:

HENRY CONNETT, ARTHUR O. Fnltsnn. 

